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Our Fuel-Activators KA2 and KA3 are designed in accordance
to laws of physics (Lorentz Force Law). The Activator Units
are invented, designed, and manufactured in Germany. They
are successfully street-tested, and have been on the German
market for over 4 years. The use of the strongest magnetic
material currently attainable will guarantee you satisfying
results, and service for life.
Patented in Europe and in the USA
While the Type KA2 activator has been used for its
positive physical effects on gasoline-engine fuels for years
by applying it to the fuel feed line, another new device has
now also been successfully employed directly at the
injectors in diesel engines.
The new Fuel-Activator KA3 is positioned on
each injector directly on the injector cap
nut. Owing to its flexible construction, it can be
clamped on without additional fastening devices. In
accordance with the design principle (as in KA2), the
magnetic fields that are effective across the injectors
cover the area from the injection nozzle to the cylinder
head, so that the fuel that is under injection pressure is
already influenced, i.e., fully concentrated, during
atomization (Lorentz force). With diesel oil, the
optimization of the combustion process is of decisive
importance for the consumption, and the emission of
particulate matter
-soot- and other particles that have to be held back by
suitable filters. Nonfilterable harmful gases, such as the
carcinogenic substance benzopyrene, will be be reduced by
the improved combustion process in the cylinder.
IGNITION QUALITY or VALUE
When fuel is injected into the combustion chamber of a
diesel engine, ignition does not occur immediately. The
interval between the commencement of fuel injection and the
commencement of combustion is known as the " ignition delay"
and is a measure of the ignition quality of the fuel. This
delay period depends on the nature of the fuel, the engine
design, and on the operating conditions. If the delay is too
long, the engine may be hard to start and when the
accumulated fuel does ignite, the rate of pressure rise may
be so great that it causes roughness or diesel knock. The
effects of diesel knock are similar to the effects of
knocking in gasoline engines, causing loss of efficiency and
power output and a possibility of mechanical damage to the
engine if the knocking is prolonged.
Magnetic
treatment of the diesel fuel prior to atomization results in
better ignition values, which is equivalent to an increase
in the cetane number ( or you could say it more practical:
It is the same if you had a better quality of fuel),
We reduce the fuel's flash-point from before at
183.2°F (84°C),
down to 134.6°F (57°C), after treatment with KA3, which
also leads to better cold-start behavior.
The so called "Diesel-knock" resedes, the engine runs
smother than without our unit KA3.
Vienna's, Univerity of Technology laboratory tests showed
the following:
Normal flashpoint of Diesel Fuel is at
183.2°F
(84°C)
KA3 treated Diesel fuel has a
reduced flash point of 134.6°F
(57°C).
This explains (i) the better cold-start behavior of
Diesel engines with installed Unit KA3, and (ii) the more
efficient combustion, what leads to reduced consumption and
emissions.
The result is a noticeable improvement in the running of
the engine, less soot - particulate
matter- formation and
lower fuel consumption. This reduces stress on the soot
filters and also protects the environment. The reduction in
consumption is up to max.17%. As with the KA2 (gasoline)
Microscope (x800)
photo of an Diesel-Oil-drop
Picture 1
Picture
2
Untreated Oil drop
Oildrop KA3
charged
Flashpoint 183.2°F
(84°C) Flashpoint
134.6°F (57°C)
Another evidence of the effectiveness of our Fuel
Activator KA3, pointing to it's ability to influence the
bipolar hydrocarbon molecules in the fuel. Through the
electrostatic charge, these groups (clusters) are braking up
and allow a more sufficient combustion process. You can see
the difference in the drop's
surface.
The untraeted oil-drop -Pic
1- shows us through it's rough
surface that the bipolar hydrocarbon molecule clusters are
dominating the fuels inner structure.
Now treated -Pic 2-
we can observe a smooth surface. Evidence that these
clusters are broken up.
Therefore, the affinity to oxygen is improved. The fuel's
flashpoint is lowered, a most efficient
combustion can take place, where fuel is burned more
efficiently, power is enhanced, soot formation is lowered,
and a reduction in fuel consumption is reached.
This device has an unlimited life-time.
The Activator KA3 is very easy and quick to
install. There is no limitation on its
effectiveness depending on the power of the particular
engine. It can be employed
up to a maximum temperature of
170°C (338° F).
The installation position is unmistakable. The Units are
heat- and corrosion-resistant,
therefore usable on all engines, also on Marine Diesel
engines.
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KA3 Street Test: February 2005 5.9 L
Cummins Diesel
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Before installation
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No-Tools Installation
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After Installation
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Mileage : 6 mpg
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Fuel-Activator KA3
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Mileage : 6.83 mpg
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Mileage Increase of + 13.8%  13.8%
Less Fuel Consumption
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Installation Instructions - Activator for Diesel
Engines KA3
KA 3 Diesel Fuel-Activators
are easy to install (Easy Do It Yourself
in minutes).
Each injection line need one Fuel-Activator. (6-Cylinder
need 6 / 8-Cyl. need 8 etc.).
The KA3 will
be placed directly on top of the injector cap nut of each
injector.
Due to the elastic design you can clamp it on easily
without using any tools.
No additional fastener necessary.
The KA3 design will make it impossible to install the KA3
the wrong way.
The KA3 fits on all types of diesel engines with a cap
nut size of 14mm to 19mm
(wrench size) (0.551 to 0.748 inch - or - 9/16
inch to just over 3/4 inch).
Regards ONLY propulsion engines: KA3 can be installed up
to 24mm cap-nut size [60º angle].
Over 24mm diameter, each cap nut needs 2 Units,
addressing the higher fuel flow volume.
Order for 6 Cylinder $324 + 10,50 S&H
Order for 8 Cylinder $432 + 10,50 S&H
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